Transmission-gearing.



L. CRYDER.

TRANSMISSION GEARING.

APPL1CAT10N FILED MAY15.1914.

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LAwaENcE E. CBYDER, or MOUNT GILEJJ. 031,0. j

mames.

Specification of Letters Patent.

Patenteaapr. 27 1915.

, application med Hey 15,1914. seriu11vo.sss,'ses.

Be it known that I, LAWRENCE E. CRYDER, a citizen of the United States, residing at` Mount Gilead, in the county ofs Morrow and State of Ohio, have invented new and ing, of which the following is a speciii'cation.

This invention relates to transmission gearing, the object of the invention beingu to produce simple and effective changeable f: speed' gearing especially adapted for use in connection wlth automobiles, motor trucksj and' other motor propelled vehicles, the said mechanism embodying novell means whereby the machine may be driven 1n a forward direction at any desired' speed between the vao tion, combination and arrangement of parts,

as willE hereinafter be more fully described, illustrated and claimed.

In the accompanying drawings: Figure 1 is a plan view of thev transmission gearing of this' invention, the adjacent plate of the frame or casing being removed and one of the friction cones being shown partly in secl tion. Fig. 2 is a cross section on the line 24-2 of Fig. 1. Fig. 3 is a cross section on theline 3-3 of Fig. 1.

The transmission gearing of this' invention is shown as contained within a frame or casing which in the preferred embodiment thereof comprises a pair of oppositely located sections 1 and 2 flanged' at 3 so that the sections may be bolted or otherwisel fas# tened together. This enables suitable lubricant such as light or heavy grease or oil to be retained in saidcasing in accordance With the usual automobile practice. The said frame or casing is provided with suitable bearings for the various working parts hereinafter described in detail.

The driving element of the transmission consists of the shaft 4 which will ordinarily constitute the engine shaft, 5 representing the {1y-wheel of the engine.

6 designates the driven shaft which is ordinarily termed the drive shaft of an automobile or motortruck, the last named; shaft lea-ding rearwardly to the differential gearlng through which the rear orv driving axle is actuated. L

7 designates4 a countershaft which is par,- allel toboth the drivingand driven shafts .useful Improvements in TransmissionGear-\t and 6', respectively, 'and said' countershaft 7 is geared to and driven by the driving shaft 4 thls being accomplished by means of spur gear wheels 8'. and 9-, respectively fast onv the shafts 4s and 7 and an interposed .I

spungear or idler-10' which is mounted o na short-intermediate shaft 11'. This causes both theshafts 4.- and? 7 to rotate in the samedirection.v

A reversing'v shaft 1'2 'is provided', the same being concentric with the countershaft 7 and being shown as of' tubular form surrounding and journaled on the shaft. 7. The tubular reversing shaft 12"is driven in the opposite direction from the shaft 4:' and 7 by means of the spur gear wheels 13 and 14 fast respectively on the shafts 7 and 11 and an interposed spur gear or idler 15 mounted on a short shaft 16 which, together with the shaft 11,. is journaled in a bearing bracket 17.

Reversely disposed friction cones 18 and 19 are mounted on the shafts 7 and- 6, respectively,.the cone 18 constituting the friction drivingcone and the cone 19 consti# tuting the friction driven cone. 'Mounted fast on the reversely revolving shaft 12 is a reversing friction cone 20 and therefore. the cones 18 and 20 have coincident axesY of rotation, the working face ofthe cone 20 being in. allinement with the working face of' the cone 18l to admit of the movement of the friction driving wheel hereinafter referred toA being shifted' from. the cone 18 to. the cone 20 and vice versa. The cone 19 is mounted slidingly on the driven shaft 6 and for that purpose is provided with a sleeve 21 which is keyed to the shaft 6 as shown at 22 so as to permit the cone 19 toslide longitudinally of the shaft 6 for a purpose which Will appear. Exterorly of the frame or casing, the sleeve 21 is provided with a grooved collar 23to receive the fork of a clutch lever 24 which is manually con` trolled by the operator of the machine for 'the purpose of shifting the cone 19 lengthwise of the shaft 6.

Clutch mechanism is interposed between the driving shaft 4 and the driven shaft 6 as shown in Fig. 1, one of said shafts carrying a male cone 25 and the other shaft carrying a femalecone 26, the two cones being yieldingly held in frictional engagement with each other by means of a coiled expansion spring 27 contained within a recess in the cone 19 as shown in Fig. l and being interposed between a head or shoulder 28 on the end ofthe shaft 6 and the inner end wall 29 of the recess 30 in the cone 19 in which said spring 27 is contained. When the manually controlled lever 24 is released, the spring27 throws the clutch members 25 and 26 into coperative relation to each other after which the driving and driven s iafts rotate at the same speed, this being known as high speed or direct drive in automobile practice.

Interposed between and coperating with the friction cones 18 and 19 is a frictiontransmission wheel 31 which serves to transmit the motion of the cone 18 to the cone 19 or under another adjustment from the cone 2O to the cone 19. The wheel 31 is carried by a shaft 32 supported by a runner 33 which is movable back and forth in parallel guides 34 and 35 shown in Fig. 2 as con'- nected with or formed on the upper and lower sections 1 and 2 of the frame or casing. Movement is imparted to the runner 33 by means of a transmission wheel shifting lever 36 from which a connecting rod 37 eX- tends to said runner. The runner travels in a plane substantially parallel to the adjacent working faces of the cones 18, 2O and 19 and it will now be seen by reference to Fig. 1 that the said friction wheel 31 may be shifted so as to coperate simultaneously with the two cones 18 and 19 for driving the shaft 6 in the same direction as the shaft 4 or said wheel 31 may be shifted to such a position as to coperate simultaneously with the cones 2O and 19 to drive the shaft 6 in the opposite direction from the shaft 4. On

account of the difference in the diameters of the opposite ends of the cones 18 and 19 it will of course be understood that when the transmission wheel 31 is nearing the smaller end of the cone 18 as shown in Fig. 1, the shaft 6 will be driven at a comparatively low speed, whereas when said wheel 31 is shifted to the larger diameter of the wheel 18, it will coperate with a correspondingly smaller portion of the cone 19 and drive the shaft 6 at a correspondingly increased speed. In the preferred embodiment of the invention, the cones 18 and 19 are so proportioned or, in other words, are of such relative diameters that when the transmission wheel 31 is working against the smaller portion of the cone 19, the shaft 6 will be driven at approximately the same speed as the shaft 4. At such a point, by means of the lever 24, the cone 19 may be released so that the spring 27 will throw the clutch members 25 and 26 into coperation, the cone 19 in such movement being freed from frictional contact with the transmission wheel 31. This produces a direct drive between the driving shaft 4 and the driven shaft 6.

What I claim is 1. In transmission gearing, the combination of a frame, a driving shaft, a driven shaft, a countershaft geared to said driving shaft to rotate in the same direction as the latter, a reversin shaft concentric with said countershaft and geared to said driving shaft to rotate in the opposite direction, reversely disposed friction cones on said coun tershaft and driven shaft, a reversing friction cone on said reversing shaft, a friction transmission wheel interposed between and coperating with said friction cones, and means for shifting said friction wheel along the working faces of said cones and from the cone on the countershaft to the reversing cone.

2. In transmission gearing, the combination of a frame, a driving shaft, a driven shaft, a countershaft geared to said driving shaft to rotate in the same direction as the latter, a reversin shaft concentric with said countershaft and geared to said driving shaft to rotate in the opposite direction, reversely disposed friction cones on said countershaft and driven shaft, a reversing friction cone on said reversing shaft having its working face alined with the working face of the cone on the countershaft, a friction transmission wheel interposed between and cooperating with said friction cones, and means for shifting said friction wheel along the working faces of said cones and from the cone on the countershaft to the reversing cone.

3. In transmission gearing, the combination of a frame, a driving shaft, a driven shaft, a countershaft geared to said driving shaft to rotate in the same direction as the latter, a reversing shaft concentric with said countershaft and geared to said driving shaft to rotate in the opposite direction, reversel disposed friction cones on said countershaff and driven shaft, a reversing friction cone on said reversing shaft, a friction transmission wheel interposed between and coperating with said friction cones, means for shifting said friction wheel along the working faces of said cones and from the cone on the countershaft to the reversing cone, said driven shaft being shiftable longitudinally, and cooperating clutch members on said driving and driven members.

In testimony whereof I aiiix my signature in presence of two witnesses.

LAWRENCE E. CRYDER.

Witnesses:

L. H. ASHLEY, W. M. KAUFMAN. 

